Internal-combustion motor.



No. 781,923. PATBNTED FEB. '7. 1905.

A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED NOVA, 1901 4 SHEETS-SHEET l.

No. 781,923. PATENTED FEB. 7, 1905. A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION rum) NOV.4,1901.

4 sums-sum 2.

No. 781,923. PATENTED FEB. 7, 1905.

- A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION nun nov.4. 1901.

4 SHEETS-SHEET a.

W 61 Q I No. 781,923. PATENTED FEB. 7. 1905. A. VOGT.

INTERNAL COMBUSTION MOTOR.

APPLICATION mum NOV. 4. 1901.

4 8KEET8-SHEET 1.

'1 j'; I o 4/ 49' UNITED STATES Patented Febrnary '7, 1905.

ADOLF VOG-T, OF \VEST NORRVOOD, ENGLAND.

INTERNAL-COMBUSTION MOTOR.

SPECIFICATION forming part of Letters Patent No. 781,923, dated February7, 1905.

Application filed November 4, 1901. Serial No. 81,086.

To 111/ whom it 'm/(t FOIL/WT:

Be it known that l, A DOLF Voe'r, a citizen of ('iermany. residing at 91Thornlaw road, \V est Norwood, in the county of Surrey, England, haveinvented certain new and useful 1mprovements in Internal-CombustionMotors, (for whichl have applied for a patent in Great Britain, datedApril 11, 1901, No. 7,469,) of which the following is a specification.

My invention relates to an improved construction of internal-combustionmotors of the kind described in Vogt and Recklinghausens patent, datedAugust 5, 1902, No. 706,366, in which the working cylinder wasconstructed with vertical extensions at each end containing liquid,which liquid columns constituted extensions of the piston that were madeto rise and fall alternately as the piston worked to and fro in thelower part of the cylinder.

My present improvements have for their object to adapt this constructionof engine to work according to the system in which the explosive chargesof gas and air are compressed to the full extent before entering theworking cylinder and are ignited after the piston has performed aportion of its stroke, the piston being made to work right up to the endof the cylinder, so that there is no dead space, while when the chargeis ignited the piston is already in a favorable position for doing work.Motors of this kind have been described in prior patents, among othersin the English Patents No. 14,212 of 1893 (Smethurst) and No. 23,236 of1899, (Abel) and also in Schottler [)z'e G l-SWIMM- (/1 1w, page 206.

I will describe the construction and mode of action of my improved motorwith reference to the accompanying drawings, in which Figure 1 shows adiagrammatic vertical section of motor of the kind above referred tooperating according to my invention. Fig. 2 shows 1i modification withseparate gas-compressing pump; Fig. 5), the same combination differentlyarranged; Fig. i, a modification with twin motor-cylinders and separategas and air compressors; Fig. 5, the same modification differentlyarranged for working with liquid fuel; Fig. 6, a cross-section of theactual construction of the motor shown in Fig. 1; Fig. '7, a diagramsection explaining the action of the liquid column; Fig. 8, a diagram ofthe crank-motion; Figs. 9 and f0, diagram views of the ignitingapparatus; Fig. 11, a vertical section of the regulating device forcontrolling the pump for the combustible mixture.

In the arrangement shown at Fig. 1, 1 is the working cylinder withpiston 2 connected in the usual manner to the crank of the engine-shaft.The cylinder is double acting and is worked by valvc-gear to bepresently described. 3 and are the discharge-valves for thecombustion-gases, and 5 and 6 the admission-valves for the explosivecharges. which are controlled by a governor of suitable construction forallowing of the regulation between the limits of nothing to one-fifthfilling. The maximum allowable filling will depend upon the pressure inthe reservoir 15, which contains the combustible mixture under compression. lt is only exceptionally that more of the mixture can be takenfrom the reservoir for a cylinder charge than is supplied in the sametime by a force-pump 7. 6 is the main cut-offadmission-valve. The rod ofpiston 2 is extended backward and fixed to the piston of thedouble-acting pump-cylinder 7, of which Sand 9 are the suction-valvesand 10 and 11 the forcing-valves. The combustible gas and air forforming the explosive mixture are supplied to the mixingvalve 12 througha regulating gas-valve 13 and air-valve 1-1. The combustible mixture isforced by pump 7 into reservoir 15, where it is stored at the requireddegree of compression. An igniting device is provided in the verticalextensions of cylinder 1 (incandscent tube, electric igniter, or thelike) and is in such direct connection with the admissionvalve that onthe complete closure of the latter the igniter made to fire the chargein the cylinder. \Vhen the engine-crank is in the position shown andvalve (5 is opened, the motor will atonce be set in motion, in the firstinstance by the pressure of the admitted cornbustible charge and then bythe pressure of the explosion, which occurs directly after the closingof valve (5. Shortly before the end of the outstroke the discharge-valve3 is opened and remains open during nearly the whole of the instroke,only closing just before the opening of the admission-valve 5. The samecycle of operations also takes place on the other side of the piston.The .motor now Works With the maximum charge allowed by the governoruntil it has attained its full speed, after which the governor regulatesthe amount of the charge to correspond with the load on the motor. Ifthis be not loaded to the maximum, the pressure in the reservoir 15would rise, as the pump will deliver more mixture than is consumed bythe motor. To prevent this, the reservoir is provided with a governor orregulator so arranged as to control the action of the pump within theproper limits. For this purpose a flexible diaphragm or a piston subjectto the pressure in reservoir 15 may be used, which is either made tothrottle the suction of the pump more or less or is arranged to open acommunication between the suction of the pump and the reservoir 15, soas'to allow a portion of the mixture to pass back from the latter to theformer, or, preferably, the diaphragm is made to keep the suction-valves8 and 9 open during a portion of the compression stroke, whereby aportion of the mixture is simply transferred from the pressure side tothe suction side of the pumppiston without expenditure of power.

Fig. 11 shows, by way of example, one arrangement of the above-mentionedregulator connected to the reservoir 15, Fig. 1, adapted to control theaction of the pump 7 by more or less throttling the suction thereof.Within a casing 7 9, communicating with reservoir 15 by a pipe 80, is aflexible diaphragm 81, having a tubular stem 82 connected to the stem ofthe throttle-valve 8 1 by two springs 83 and 87, the stem 82 being madeto bear on the upper end of 83,whose lower end bears against a collar onthe stem of valve 84:, while spring 87 bears with its lower end on anabutment on 82 and with its upper end against a head on the stem of 84.Valve 84 is contained in a casing 85, communicating at 86 with thesuction-opening of the pump and containing below 8 1 the gas and airvalves 13 and 1 1. To the stem of diaphragm 81 are pivoted two weightedlevers 88, that tend to maintain diaphragm 81 and valve 84 in the raisedposition. When the pressure in the reservoir'15 is normal, the levers 88keep the diaphragm '81 and valve 8 L raised against such pressure, and84: being open the pump can draw in a full charge of gas and air through13 and 14:. hen owing to a decrease of the charges admitted to themotor-cylinder an increase of pressure occurs in the reservoir, thediaphragm 81 will be forced downward and through spring 83 will more orless close the throttle-valve sufficiently strong to prevent thesuctionstroke of the pump from causing valve 8 1 to rise. The work ofthe pump might of course also be controlled by the same governor thatcontrols the motor. The compression of the combustible gas can also beBfiBClJBCl separately from that of the air, and for high-compressionpressures an arrangement of stage compressihg will be advantageous. Itis always of advantage to effect a considerable cooling during thecompression, as also to cool the reservoir. If liquid combustible beused, only the air requires compression. If the combustible mixture beintroduced cold into the motor -cylinder and be only fired after theclosing of the admission-valve, no flashing back of the flame into thereservoir 15 can possibly occur; but for increased security a separatestop-valve may be provided directly behind the admission-valve. Thestop-valve may be cooled and be made with a large seat, parts of thevalves overlapping parts of the seat, so that even if it should notclose perfectly the heat will be so effectually abstracted from theflame of the back flash that it cannot pass beyond the valve. If theconstituents of the explosive mixture be compressed separately and areonly brought together at the admission-valve, all danger is of courseavoided. The admission-valves should, if possible, be balanced valves,as at one time they are subject to pressure from the reservoir side andat another time, after the ignition, from the cylinder side, andconsequently strong springs would be required. Any known construction ofpiston-valve or other forms of balanced valves may be employed for thispurpose. If liquid combustible be used, this is injected into the air inthe form of a spray just behind the admission-valve, or the air-supplyis passed through any known form of carbureting apparatus for taking upthe necessary proportion of combustible.

In order to obtain correctly-proportioned mixture for the charges forstarting the motor after this has stood still for some time, thesupply-pipe from the reservoir must be branched both from the upper andlower part thereof, as shown at Fig.1, as the gas tends to separate inan upward direction from the air. 16 and 17 are regulating devices onthese branches, which are so adjusted once for all that assuming the gasto have more or less completely separated and accumulated at top thequantities of gas and air passing respectively through 16 and 17 will bein the correct proportions for forming the explosive mixture.

The motor-cylinder is of course provided with a cooling-jacket, and forlarge engines the piston is also provided with known means for cooling.

Figs. 2 to 5 show diagrammatic plan views of modified arrangements ofthe above-described motor, the working cyllnders belng IOC supposed tohave vertical extensions at each end. the same as at 52 53 of Fig. 1.

Fig. 2 shows a diagrammatic section of a modification of the motor inwhich the gas and the air supplies are compressed separately. 18 is thegas-pump; 19, the air-pump; 20, the motor-cylinder. The governor is ofcourse made to control both the air and the supply. 21 and 22 arecoupled valves for the main cut-ofl'. 23 and 21% are the supply-valvesof the motor-cylinder controlled by the governor and arranged to admitsimultaneously the air and gas supplies.

Fig. 3 shows a diagrammatic sectional plan of a motor with stagecompression. 25 is the working cylinder, 26 the cylinder for the firststage of compression, and 27 the cylinder for the second stage. 28 is acooling apparatus, and 29 the reservoir. Both compressionpumps might bearranged behind the motorcylinder or in any other desired position. Theregulating device need only be made to control the discharge from thefirst pump 26. Fig. a shows a diagrammatic sectional plan of twinmotor-engines the cranks of which are set at an angle of about ninetydegrees to each other. 30 and 31 are the motorcylinders. A single set ofstage compressingpumps are provided for both the motor-cylinders, 32being the pump-cylinder for the first stage and 33 that for the secondstage, the cylinders being made of such a size as to supply therequisite explosive mixture to both motor-cylinders. 3a is a coolingapparatus, which is at the same time made to serve as an expandibleintermediate reservoir between the two motors, as these perform theirstrokes at different times. 35 is the reservoir for thecompletely-compressed mixture. In this case also only the pump 32requires to have its supply regulated.

Fig. shows a sectional plan of an arrangement more particularlyapplicable for propelling vehicles. 36 and 37 are twin motorcylinderscoupled to cranks placed at ninety degrees to each other. 38 is anair-compressor which charges the reservoir 40. 39 is a pump for liquidcombustible which is forced into the carbureter 41, that is suppliedwith compressed air from the reservoir 0. The motor-cylinders and pumpshave their cranks so arranged on the crank-shaft as to distribute themoving masses as uni- Referring again to the construction of motor shownat Fig. 1, I Wlll now describe further improvements in the same ascompared to the right.

with the Vogt and Recklinghausen patent previously mentioned. During thedischarge period as much fresh water is introduced as is necessary forcooling. The excess of water is discharged through the discharge-valve.The fresh-water supply can be injected against the inlet-valve andallowed to trickle down thecylinder-walls. As soon as the dischargevalveis closed the admission-valve is opened. By a suitable timing of thestrokes and by the supply of the charge in advance it is possible toentirely obviate any dead space and also to place the spaces behind theadmission-valve, in particular the valve-seat, for a short time underwater. Instead of the discharge-valves 3 t being placed at the extremeupper end of the vertical extensions of cylinder 1, as was the case inthe before-mentioned Vogt and Recklinghausen Patent No. 706,336, theadmission-valves 5 6 are placed in that position and thedischarge-valves 3 4: are placed somewhat lower down. The admission anddischarge valves are actuated by eccentrics as on a counter-shaft t3,driven at the same speed as the engine-shaft 44, in such manner that thedischarge-valves 3 4C are closed somewhat bet'ore the end of theexpelling stroke that is, the upward stroke of the liquid column-whilethe admission-valves are opened immediately after the discharge-valveshave closed and before the expelling stroke has been quite completed.\Vhen the liquid column in the left-hand extension in rising arrives atthe level of the open discharge-valve, a portion of the liquid will flowoff through this into the discharge-pipe until the valve is closed. Theadmission-valve 5 being then opened, the liquid in continuing to risewill pass through the valve into the chamber to at the back thereof. Asupply of fresh cold water is then admitted to the chamber 6 suiiicientto make good the amount previously discharged. and the piston 2 inbeginning its return stroke to the right, owing to the momentum of theflywheel on the engine-shaft it. the liquid column will begin todescend. so that the fresh water admitted into chamber 4.6 will descendbelow admission-valve 5 and will at once be followed by a charge of thecompressed combustible mixture from reservoir 15, which is ignited assoon as valve 5 is closed, causing the liquid to complete its downwardstroke, thereby causing piston 2 to perform its stroke \Vith thisarrangen'ient a motor may be obtained in which the stroke is actuallygreater than the length of the cylinder and the dead space isentirelyavoided. This arrangement, fu rthermorc. renders it possiblewith the minimum filling and without loss of pressure to effect theignition of the charge only after the crank has passed through a muchgreater distance than that correspond ing to the extent of filling. Thediagram, Fig. 8 and detail section at Fig. 7 show this mode ot action.It is here assumed that the motor works with one-fourth of the filling.

. This one-fourth filling, however, still corresponds to a useful loadof the motor of about thirty per cent. This filling also corresponds toabout 3.2 per cent. of the piston-stroke and is therefore exactly equalto the dead space in a normal steam-engine. The discharge-valve 3, Fig.7, would be closed atthe position of the crank marked 64 on diagram Fig.8. At the moment the level of the liquid will have reached the line 65,Fig. 7, at the crank position marked 66 the inlet-valve 5, Fig. 7, isopened. During this time the liquid-level will have very slightly risenand will have thus slightly compressed the small quantity of combustionresidues situated above it, but not to such an extent that on theopening of the valve 5 either fresh combustible mixture or liquid couldenter this space. The said residues would be at oncecooled to such anextent that the ignition of the fresh mixture could not be effectedthereby. The

-liquid-piston then moves farther up to the dead-point of its stroke andforces a portion of the liquid into the space above the valve 5 say upto line 68. If the replacing quantity of liquid above referred to or aportion of the same is filled into the space 46, the angle X, Fig. 8,for the advance opening of valve 5 and also that for the early closingof the dischargevalve can be made smaller. With the crank position 70the liquid-level will again be at line and only then will commence thefilling of the combustible charge and will continue up to the crankposition 71, in which position the closing of the valve 5 and theconsequent ignition is effected. In consequence of the duration ofcombustion of the mixture and of the comparatively rapid crank motionalready taking place at this position of the crank the highestdiagram-pressure will not occur before the crank position 7 3, and itwill of course in that case not reach the height shown on the diagram.WVith a still smaller charge and with cold combustible mixture and anequal speed the diagram will become flatter. In the crank position 71the liq uid-level will be about at the line 72, Fig. 7. With thisconstruction of motor every desired degree of compression of thecombustible mixture can be employed, and even with a filling ofcombustible mixture under one per cent. the valve-gear would stilloperate properly, as for the smallest duration of the lift of the valvethere may still be assumed a comparatively great crank angle as theminimum. The angle between the crank positions 66 and will herecorrespond to Zero-filling. 1f the motor is not greatly loaded theefficiency of the compressor will sink.

For supplying the fresh cold water to the motor in the above-describedmanner a forcepump 82 worked by an eccentric 83 on the engine-shaft, ismade to draw water through pipe 94 from a tank (into which the waterdischarged through the discharge-valves 3 4 is made to flow through apipe 45) and to force the same through pipe 84 into the air vessel 85where it is stored under pressure and whence it passes through therefrigeratingcoil contained in a vessel 86 through which cold water ismade to flow, the cooled water flowing thence through pipe 87 intochamber 46 of the motor, into which it is admitted at the requiredmoment by means of valves 88 controlled by cams or .eccentrics 89 on thecounter-shaft 43.

The above-described arrangement may be modified in such manner that thefresh cold Water instead of being supplied to the chambers is suppliedeither wholly or partially directly into the cylinder extensions at thebeginning of the downward stroke of the liquid column.

In the crossesection of the improved motor as actually constructed(shown at Fig. 6) is shown a suitable arrangement of valve-gear foractuating the admission and discharge valves of the motor in the mannerabove de scribed. This is only given by way of example and does not formpart of my present invention. On the before-mentioned counter-shaft 43,driven at the same speed as the crank-shaft 44, is fixed an eccentric42, whose rod 47, connected to a radius-link 48, carries a tappet 49,which at a certainperiod of its compound to-and-fro and up-and-downmotion engages with a tappet 50 on a rod 51, pivoted at its upper end toa lever 52, fulcrumed at 53 and adapted to act upon the rod 54 of theadmission-valve 5, so as to open it against the action of a spring 55,tending to hold the valve closed, so that when 49 engages with 50 itlifts rod 51, and so opens the valve 5, the duration of such openingbeing dependent upon the duration of the engagement of the tappets,which engagement is varied according to the load on the engine byconnecting the lower end of rod 51 by a link 56 to a lever 57 on a shaft58, another lever 59, on which is connected by a rod 60 to theenginegovernor. On the speed of the engine varying the governor by meansof levers 59 57 correspondingly varies the position of the lower end ofrod 51 relatively to tappet 49, and thereby varies the duration of theaction of this tappet upon the rod 51 and admission-valve 5. Lever 52also has an electrical contact-piece 61, which closes the electricalcircuit of the igniter as soon as valve 5 is closed, as will bepresently explained. Eccentric 42 also actuates the discharge-valve 3 bymeans of rod 89 and lever 90, so as to open this against the action ofspring 91 and allow it to close just before the end of thedischarge-stroke and the opening of valve 5, as before explained.

In the arrangement of the motor-engine here shown the fresh-water supplyis effected through a valve 92 at the lower end of the cylinderextension instead of at the top, as above described.

In order with the above-described improved motors to effect withcertainty the ignition of the charge at the moment that the supplyvalvecloses, the devices shown in vertical section at Figs. 9 and 10 maybeemployed, these being shown as applied to the form of motor at Figs. 1and 6. \Vith these devices itis essential that even theslightest springaction or looseness of the connection should be avoided,

as this would cause either a too early or a too 1 late ignition, whichwould entirely upset the proper action of the motor, owing to theexceedingly short time available for the ignition. \Vith a motor havingtwo hundred and forty revolutions per minute the time during which thecrank advances through one degree of the crank circle et uals I )a 't )t1 360 teeth I a second. The musical note A makes four hundred andthirty-five vibrations per second. If therefore the parts of this deviceshould only vibrate to this small extent, this would cause an inaccuracyof ignition amounting to a crank angle of thirty-four degrees.

Fig. 9 shows an arrangement the same as that at Fig. 6, in which thelever 75, thatopens the admission-valve 5, establishes at 76 anelectrical contact at the moment when the valve 5 is closed again. Aswith this arrangement there is a slight longitudinal shift of thecontacts, and consequently a frictional wedge action, all the parts aremade correspondingly thick, and consequently no spring action canpossibly take place, and the contact will always be made at exactly thesame moment.

The arrangement at Fig. 10 is similar to that above described, only thatin this case the front end of lever 77, in consequence of its momentumat the point of the closing of the admission-valve 5, etfects theinterruption of a current in a Bosch igniter 78 in the known manner,thereby producing an electric are which effects the ignition.

By means of the last-described arrangement the lever 77 might also bemade to open an incandescent tube, for which motion the whole timeoccupied by the closing of the admissionvalve might be used.

Having thus described my invention, what I claim as new therein, anddesire to secure by Letters Patent, is

1. In an internal-combustion motor in which the combustible charges arecompressed outside the motor-cylinder, and in which a horizontalcylinder with pistonhas vertical extensions at each end containingcolumns ofliquid forming extensions of said piston, the combination withsaid cylinder extensions of discharge valves placed near the upper endsthereof in a position in which a portion of the liquid column can escapethrough it toward the end of the discharge-stroke, means for holdingsaid discharge-valves open until said portions of liquid have escapedthrough them, and means for supplying fresh liquid to said extensions toreplace thequantity discharged, substantially as described.

2. In an internal-combustion motor in which the combustible charges arecompressed outside the motor-cylimler and in which a horizontal cylinderwith piston has vertical extensions at each end containing columns ofliquid forming extensions of said piston, the combination with saidcylinder extensions of discharge-valves placed near the upper endsthereof in a position in whicha portion of the liquid column can escapethrough it toward the end of the discharge-stroke, admissionvalves forthe combustible mixture atthe top of said cylinder extensions, chambersabove said admission-valves, and means for opening the latter shortlybefore the end of the discharge stroke so that a portion of the liquidcan pass up through them into the said chambers, substantially asdescribed 3. In an internal-combustion motor in which the combustiblecharges are compressed outside the motor-cylinder and in which ahorizontal eylimler with piston has vertical extensions at each endcontainingcolumns of liquid forming extensions of said piston, thecombination with said cylinder extensions of discharge valves placednear the upper ends thereof in a position in which a portion of theliquid column can escape through it toward the end of thedischarge-stroke, admissionvalves for the combustible mixture at the topof said cylinder extensions, chambers above said admission-valves, andmeans for introducing a charge of cold liquid into said chambers so asto flow into said cylinder extensions when the admission-valves areopened in order to replace the portion of liquid discharged through theLllSCllZLlgB-YttlVCS, substantially as described.v

t. In an internal-combnstion motor in which the combustible charges arecompressed outside the rnotor-cylimler and in which a horizontalcylinder with piston has vertical extensions at each end containingcolumns of liquid forming extensionsof said piston, the combination withsaid cylinder extensions of discharge valves placed near the upper endsthereof in a position in which a portion of the liquid column can escapethrough it toward the end of the discharge-stroke, admission valves forthe combustible mixture at the top of said cylinder extensions, chambersabove said admission-valvcs, and mcans for opening the latter shortlybefore the end of the discharge-strolm so that a portion of the liquidcan pass up through them into the said chambers, a pump for compressingthe combustible mixture driven by the motor-piston, a reservoir intowhich the compressed combustible mixture is forced by the said pump. andfrom which it passes through conduits into said chambers above theadmission-valves,an

a controlling device operated by the pressure in the reservoir andcontrolling the suctionvalves of said pump so as to reduce the supply ofcompressed mixture to the reservoir when the pressure therein becomesexcessive, substantially as described.

5. In an internal-combustion motor in which the combustible charges arecompressed outside the motor-cylinder and in which a horizontal cylinderwith piston has vertical extensions at each end'containing columns ofliquid forming extensions of said piston, the combination with saidcylinder extensions of discharge -valves placed near the upper endsthereof in a position in which a portion of the liquid column can escapethrough it toward the end of the discharge-stroke, admissionvalves forthe combustible mixture at the top of said cylinder extensions, chambersabove said admission-valves, and means for opening the latter shortlybefore the end of the discharge-stroke so that a portion of the liquidcan pass up through them into'the said chambers, a pump worked by themotor-piston for forcing cold water into a reservoir, a duct connectingsaid reservoir with the chambers above the admission-valves of the motorand controlled valve devices on said duct, for admitting cold water tosaid chambers at regulated intervals before the admission-valves areopened, substantially as described.

6. In an internal-combustion motor of the kind described, thecombination with the vertical extensions of the motor-cylinder ofadmission-valves for the combustible mixture at the upper end of suchextensions, chambers above said valves for the reception of a portion ofthe liquid columns, discharge-valves for the combustion-gases and aportion of the liquid columns at a point somewhat below theadmission-valves, means for supplying compressed combustible mixture tosaid chambers above the admission-valves, and means for supplying freshliquid to the cylinder extensions to replace the liquid escaping throughthe discharge-valves, substantially as described.

7. In an internal-combustion motor of the kind described, thecombination with the vertical extensions of the motor-cylinder ofadmission-valves for the combustible mixture at the upper end of suchextensions, chambers above said valves for the reception of a porsidethe motor-cylinder and in which a liquid column forming a verticalextension of the motor-cylinder is contained in a vertical extension ofthe horizontal cylinder, the combination with a tapered or conical upperend of said extension, of a discharge-valve placed in a position inwhich a portion of the liquid column can escape through it towardthe endof the discharge-stroke shortly before the valve closes, substantiallyas described.

9. In an internal-combustion motor in which the combustible charges arecompressed outside the motor-cylinder and this is constructed withupright conical extensions containing columns of liquid above which thecombustible charges are admitted, means for causing the liquid column topenetrate just before the end of the discharge-stroke and pass beyondthe inlet-valve in order to entirely obviate the dead space of thecylinder, substantially as and for the purposes described.

10. In an internal-combustion motor in which the combustible charges arecompressed outside the motor-cylinder and having upright conicalextensions containing liquid columns above which the combustible chargesare admitted,means for supplying fresh liquid partly or wholly above theinlet-valve, so as to flow into the motor-cylinder when the valve isopened to admit the combustible charge, substantially as described.

.In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

ADOLF VOGT. itnesscs:

(JHAs. D. ABEL, GERALD L. SMITH

